Editing Personal rapid transit (section)

===System developments===
In 1967, aerospace giant [[Matra]] started the [[Aramis (personal rapid transit)|Aramis project]] in [[Paris]]. After spending about 500 million [[franc]]s, the project was canceled when it failed its qualification trials in November 1987. The designers tried to make Aramis work like a "virtual train", but control software issues caused cars to bump unacceptably. The project ultimately failed.<ref>{{citation
 | author = [[Bruno Latour]]
 | year = 1996
 | title = Aramis, or the Love of Technology
 | publisher = Harvard University Press
}}</ref>

Between 1970 and 1978, [[Japan]] operated a project called "[[Computer-controlled Vehicle System]]" (CVS). In a full-scale test facility, 84 vehicles operated at speeds up to {{convert|60|km/h|mph|1}} on a {{convert|4.8|km|mi|1|adj=on|abbr=on}} guideway; one-second [[headway]]s were achieved during tests. Another version of CVS was in public operation for six months from 1975 to 1976. This system had 12 single-mode vehicles and four [[dual-mode vehicle]]s on a {{convert|1.6|km|mi|1|adj=on|abbr=on}} track with five stations. This version carried over 800,000 passengers. CVS was cancelled when Japan's Ministry of Land, Infrastructure and Transport declared it unsafe under existing rail safety regulations, specifically in respect of braking and headway distances.

On March 23, 1973, U.S. Urban Mass Transportation Administration (UMTA) administrator Frank Herringer testified before Congress: "A DOT program leading to the development of a short, one-half to one-second headway, high-capacity PRT (HCPRT) system will be initiated in fiscal year 1974."<ref>[Department of Transportation and Related Agencies Appropriations for 1974, Hearings before a Subcommittee of the Committee on Appropriations, House of Representatives, 93rd Congress, Part I, page 876.]</ref>  According to PRT supporter [[J. Edward Anderson]], this was "because of heavy lobbying from interests fearful of becoming irrelevant if a genuine PRT program became visible." From that time forward people interested in HCPRT were unable to obtain UMTA research funding.<ref>{{cite web
 |url          = http://www.reciprocalsystem.com/isus/articles/PRThistory.html
 |title        = The Historical Emergence and State-of-the-Art of PRT Systems
 |author       = J. Edward Anderson
 |year         = 1997
 |access-date   = 30 August 2017
 |archive-url  = https://web.archive.org/web/20170830233821/http://www.reciprocalsystem.com/isus/articles/PRThistory.html
 |archive-date = 2017-08-30
 |url-status     = dead
}}</ref>

In 1975, the [[Morgantown Personal Rapid Transit]] project was completed. It has five off-line stations that enable non-stop, individually programmed trips along an {{convert|8.7|mi|adj=on}} track serviced by a fleet of 71 cars. This is a crucial characteristic of PRT. However, it is not considered a PRT system because its vehicles are too heavy and carry too many people. When it carries many people, it operates in a point-to-point fashion, instead of running like an automated people mover from one end of the line to the other. During periods of low usage all cars make a full circuit stopping at every station in both directions. Morgantown PRT is still in continuous operation at [[West Virginia University]] in [[Morgantown, West Virginia]], with about 15,000 riders per day ({{As of|2003|lc=on}}).  The steam-heated track has proven expensive and the system requires an operation and maintenance budget of $5 million annually.<ref>{{cite web|url=http://www.governing.com/topics/transportation-infrastructure/personal-rapid-transit-system-morgantown-west-virginia.html|title=America's One and Only Personal Rapid Transit System|date=27 June 2011}}</ref> Although it successfully demonstrated automated control and it is still operating it was not sold to other sites. A 2010 report concluded replacing the system with buses on roads would provide unsatisfactory service and create congestion.<ref>{{cite web|title=PRT Facilities Master Plan|url=https://www.noexperiencenecessarybook.com/Exqg/prt-facilities-master-plan-west-virginia-university.html|publisher=Gannett Fleming|website=noexperiencenecessarybook|accessdate=4 September 2017|page=13|archive-date=4 September 2017|archive-url=https://web.archive.org/web/20170904065438/https://www.noexperiencenecessarybook.com/Exqg/prt-facilities-master-plan-west-virginia-university.html|url-status=dead}}</ref><ref>{{cite news|title=A Revolution That Didn't Happen: Personal Rapid Transit|url=https://www.npr.org/2016/10/03/494569967/a-revolution-that-didnt-happen-personal-rapid-transit|newspaper=NPR.org|accessdate=5 September 2017|date=3 October 2016}}</ref> Subsequently, the forty year old computer and vehicle control systems were replaced in the 2010s and there are plans to replace the vehicles.

From 1969 to 1980, Mannesmann Demag and [[Messerschmitt-Bölkow-Blohm|MBB]] cooperated to build the ''[[Cabinentaxi]]'' urban transportation system in [[Germany]]. Together the firms formed the Cabintaxi Joint Venture. They created an extensive PRT technology, including a test track, that was considered fully developed by the German government and its safety authorities. The system was to have been installed in [[Hamburg]], but budget cuts stopped the proposed project before the start of construction. With no other potential projects on the horizon, the joint venture disbanded, and the fully developed PRT technology was never installed. Cabintaxi Corporation, a US-based company, obtained the technology in 1985, and remains active in the private-sector market trying to sell the system but so far there have been no installations.

In 1979 the three station [[Duke University Medical Center Patient Rapid Transit]] system was commissioned.  Uniquely, the cars could move sideways, as well as backwards and forwards and it was described as a "horizontal elevator".  The system was closed in 2009 to allow for expansion of the hospital.

In the 1990s, [[Raytheon]] invested heavily in a system called PRT 2000, based on technology developed by [[J. Edward Anderson]] at the [[University of Minnesota]]. Raytheon failed to install [[Unbuilt Rosemont personal rapid transit system|a contracted system]] in [[Rosemont, Illinois]], near [[Chicago]], when estimated costs escalated to [[US$]]50 million per mile, allegedly due to design changes that increased the weight and cost of the system relative to Anderson's original design. In 2000, rights to the technology reverted to the University of Minnesota, and were subsequently purchased by Taxi2000.<ref>{{citation
 | author = Peter Samuel
 | year = 1996
 | title = Status Report on Raytheon's PRT 2000 Development Project
 | publisher = ITS International
}}</ref><ref>{{citation
 | author = Peter Samuel
 | year = 1999
 | title = Raytheon PRT Prospects Dim but not Doomed
 | publisher = ITS International
}}</ref>